Railway-trafeic-contbqllingr apparatus



Sept. 17, 1929. SPRAY 1,7?8,773

RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Aug. 22, 1928 2 Sheets-Sheet l Slam Pickup INVENTQR A. 5 SP r61 azz-zzaw- 4/ P 1929' E. SPRAY RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Aug. 22, 1928 2 Sheets-Sheet 2 Q Q 8 mm k v QM MQI a xi ww E r r m fiim f N NE MN 7 w a, m a WM; & QM w% Sw A w w m a ,7 5 g wTF N? \1 mm W RAM Q Au 7 Q Q 7% Q I Q\ m 1m Nm Q NQAIJ R. mm] P m w aw mm @l W ,mv .IJIR. R. .NUEJ Qmfilwv NAN wQhhH NN MK. WW R Q is Q R a Q J w w a m w A QVOV \NMV Qv 7 J R N bk k i m g a N Patented Sept. 17, 1929 lll ll'l'ED STATES PATENT OFFICE LESTER E, SPRAY, O1 WILKINSBURG, PENNSYLVANTA, ASSIGNOR TO THE UNION SWITCH 5 SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA RAILXVAY-TRAFFIC-CONTROLLING APPARATUS Application filed August 22, 1928.

My invention relates to railway traffic controlling apparatus, and particularly to apparatus of the type comprising train control devices located in the traclrway and adapted to co-operate with train carried governing means.

One feature of my invention is the provision of means for permitting trains, when running at low speeds, to safely follow other trains more closely than they can do when running at higher speeds.

T will describe one form of apparatus embodying my invention, and will then point out the novel features thereof in claims.

Tn the accompanying drawings, Figs. 1 and 2 are views which, when placed end to end with l 1 on the left, constitute a diagrammatic view showing one form of apparatus embodying my invention.

Referring to the drawings, the reference clutracters 1 and 1 designate the rails of a stretch of railway track along which traffic moves in the direction indicated by the arrows. Rail 1 is divided by insulated joints 2, to form a plurality of track sections AB, 3-*C, C-D. etc. Each of these sections is provided with a track relay, designated by the reference character It with a suitable distinguishing exponent, and connected across rails 1 and adjacent the entrance end of the respective section. Track circuit current is supplied to each of these sections by a tran former, designated by the reference character 3, the secondary winding of which is connected across the rails adjacent the leaving end of such section. The primary winding of each of these transformers is continuously supplied with current by line wires 02 and 0, which are in turn continuously supplied with current by generator X.

Reference character P, with a suitable distinguishing exponent, designates a train controlling device located adjacent the entrance end of each of the respective sections A-B, B C, etc. Each of these devices operates a circuit controller, designated by reference character a with a distinguishing exponent, contacts of which are shown in connection with devices 1, P and P Train controlling devices P, as here shown, are of a well Serial No. 301,303.

known type commonly used on subway lines of electric railways and referred to as the tripper arm train stop. Train carried governing means, with which such a. train stop cooperates, is also well known and forms no part of my present invention, and is there fore not shown in the drawing.

A main signal, designated by the reference character S with a suitable distinguishing exponent, is placed adjacent the entrance end of each alternate track section. As embodied in my invention, each of these signals is capable of displaying any one of four indications; namely, a proceed indication comprising a green light, a caution indication comprising a yellow light, a stop indication comprising a red light, and a restricted speed. indication comprising a yellow light below a red light. The signals used with other automatic train stop systems commonly provide only the three indications, proceed, caution, and stop. The purpose of the fourth or re stricted speed indication, as included in my invention, will appear hereinafter.

An auxiliary signal, designated by the reference character L with a suitable distinguishing exponent, is placed adjacent each of those train stops adjacent to which there are no main signals. These auxiliary signals comprise a single lamp 1? for giving a stop indication when the respective train stop is in its tripping position, that is, the position in which to cause the application of the brakes of a passing train.

Reference character K, with suitable distinguishing exponents, designates repeater relays each of which is controlled by a front contact of a respective track relay R.

The relays designated M M Q and Q are so constructed as to be relatively slow in closing their front contacts after their coils have become energized. Furthermore, the peck-up speed of a relay of this type, that is, the time period required to close its front contacts after the relay has become energized, is adjustable, for example, with one well known form of this relay the period of pick-up may be varied to any value within the range from 3 to 15 seconds. If, for instance, this relay is set to close its front contacts after being energized for a period of 10 seconds, it then always closes its front contacts after this period of energization, until its setting has been changed. A relay of this type, upon becoming de-energized, quickly opens its front contacts, the time required for this operation being actually only a fraction of a second.

Relay M is controlled by back contact 51 of relay K ,.and is set for a pick-up period equivalentto the time required for a train, while accelerating at a maximum rate from the entrance end to the leaving end of section G-H, to attain themaximum speed from which a service brake application can stop the train within section F-'G. Relay M similarly to relay M, is controlled by contact 85 of relay K and its pick-up period is set similarly to that of relay ll Relay Q is controlled by back contact 59 of relay K and is set for a pick up period equivalent to the time required for a train, while accelerating at a maximum rate "from the entrance to the leaving end of section F G, to attain the maximum speed from which the train, on further accelerating at a maximum rate within section E-F, will attain the maximum speed from which the braking equipment of the train can stop the train within section DE. Relay Q similarly to relay Q is controlled by contact 8t of relay K and its pick-up period is set simi larly to that of relay Q Reference character T designates the control relay for signal S Relay is a slow releasing repeater of signal control relay T Relay 25, the control of which is not shown,

is similarly the repeater of the controlrelay T not shown, for signal S In the drawings, I have shown all the circuits which enter into the controls of train stops P and P and of signals S and L Exactly similar circuits and apparatus, both as to design and as to operation, are to be understood as being used for the control or similarly located train stops and signals respectively, which are included in the drawings but for which the controls are omitted. The circuits for train stop P and the operation thereof, are exactly similar to those for train stop P and I will therefore describe only those for stop P The circuits for stop P will then be readily understood from the drawing, without further explanation.

As shown in the drawing, all parts are in their normal condition, that is, the track sections are clear, the train stops are in their non-tripping position in which they will not afiect apassingtra'in, signals L are unlighted, and signals S are displaying the proceed indication. lVith track section AB clear, track repeater relay K is supplied with current by a circuit passing from line wire a", through frontcontact 14 of track relay R and the winding of relay K to line wire 0. The remaining track repeater relays K K K K etc., are similarly controlled by cir cuits passing through front contacts of the respective track relays. Automatic train stop P is at the same time energized by its main operating circuit passing from line wire 0, through front contact l of relay R wires 5, G and 7, front contact 8 of relay K wires 9, 10 and 11, and operating mechanism of stop P to line wire 0. Train stops P and P are also energized by similar main operating circuits.

With the track relays R R R and energized, and with the train stops P and P in their non-tripping position and relay 6' energized, signal control relay T is supplied with current it'rom line wire 00, through iront contact 2121 of relay 6", wire 22, front contact 23 of relay K wire 24, front contact 25 of relay R wire 26, normally closed con tact 27 of circuit controller a, wire 28, front contact 29 of relay R wire 30, front contact 31 of relay R wire 82, normally closed contact 33 of circuit controller a wire 3st, winding of relay T wire 35, and front contact 3636 oi? relay t to line wire 0. lVith relay T energized, relay t is in turn energized by current flowing from line wire 0a, through front contact 37 of relay T and winding of. relay t to line wire 0. Relays T and 25 being energized, proceed lamp g of signal S is lighted by its circuit passing from wire 02, through front contact 38- 38 of relay 16, front contact l0 and normal contact KE-41 of relay T wire as, and filament of lamp 9 to wire 0.

I will assume that, with all parts thus in their normal condition, a westbound train, that is a t ain moving from right to left enters the stretch of track shown in the drawings. As the train proceeds and enters section E-F, deeneigiziiig relay R a branch path is closed around itront contact S-of relay K in the main operating circuit of train stop P passing from wire 6, through wire 4L3, back contact 44; of relay R and normally closed contact 4-5 of circuit controller a to wire 11.

As the train continues westward and starts into section D l de-energizing relay R and in turn. relay K, the main path of the main operating circuit of train stop P be comes opened at contact 8 ot relay K but the branch. path continues closed throi'igh back contact i l of relay R and hence stop P continues in its energized condition as long as any part of the train occupies section E i Relay it, upon becoming de-energized, closes its back contact 46, thereby com pleting a branch path around contact at of relay if? in the main operating circuit of train stop P such branch path passing fromwire through back contact 46 to wire 6. lielayllalso upon becoming de-energized, opens its front contact 31 in the circuit of relay T which then becomes de-energized,

and which, by opening its front contact 37 in the circuit of relay causes relay t to become (lo-energized. Relay t upon becoming (lo-energized, opens its contact 3838 thus extinguishing the green light of signal S and then closes its back contact 38-38 causing current to be supplied to red lamp 9" of signal S by a circuit passing from wire m, through contact 3838 wires 18 and 4:9, and filament of lamp 1" to wire 0.

Vixen the train moves out of section E-ll, relay R becomes energized, thereupon opening its back contact n and breaking the main operating circuit of train stop P which, then being die-energized, moves to its tripping position. \Vith train stop P in its tripping position, current is now supplied to lamp 1) of signal L by a circuit passing from wire 00, through contact 4-7 of circuit controller a and filament of lamp 3') to wire 0.

As the train proceeds further and leaves section C D, relay R and in turn, relay K becomes energized, and the main operating circuit of train stop P is thus again completed through front contact 4 of relay K and front contact 8 of relay K thus causing train stop P to return to its non-tripping position. Similarly, when the train has left section BC, the main operating circuit of train stop P becomes closed and train stop P then also returns to its non-tripping position. With train stop P in its non-tripping position, the restricted speed lamp 2 of signal S becomes lighted by its circuit passing from wire a, through back contact 3838" of relay 7', wires 18 and 87, contact 88 of relay K wire 89, contact 90 of relay R wire 91, normally closed contact 92 of circuit controller a, wire 93, and the filament of lamp ;z to wire 0. Red lamp 7 of signal S at the same time continues lighted, and hence, with lamps r and 3 both lighted, signal S 1S now displaying its restricted speed indication. I

ll hen the train moves out of section AB, relay R and in turn relay K becomes energized. Relay K upon becoming energized, closes its contact 23, completing the circuit of relay T to which current is now supplied in reverse direction through back contacts 2121 and 3G-36 to relay 7. Relay T now closing its contact 87, energizes relay t which then opens its back contact 3838 extinguishing lamps r and y. Relay T being energized in reverse direction, current is now supplied to lamp 7 of signal S by a circuit passing from wire 00, through front contact 3838 of relay t front contact 40 and reverse contact t1 l1 of relay T wire 50, and filament of lamp 3 to wire 0.

As the train proceeds further, permitting the control relay T not shown. for signal. S to become energized, relay t in turn becomes energized, thus causing current to again be supplied in normal direction to relay T Lamp 9 of signal S then again becomes lighted by its circuit as previously traced.

I will now assume that a train, having passed out of section DE, has stopped in section C-D. Train stops P and P are then in their tripping position, but stop P has returned to its non-tripping position. The circuit for the control relay of signal S is open, but, since train stop P in its nontripping position, signal S is dis 'ilaying its restricted speed indication. lVith the control relay of signal S de-energized, signal S is displaying the caution indication.

The motorman of a following train, upon now approaching signal S and observing the caution indication displayed by signal S proceeds, expecting to find signal S at stop. l/Vhen, however, he observes the restricted speed indication being displayed by signal S he continues into section l -G expecting to receive a stop indication at signal L By reducing speed in section G-H suiliciently to be able to stop his train at signal L by making the usual service brake application, the motorman permits the lapse of sutiicient time to cause slow pick-up relay M to become energized, which then, by means of its front contact 56, completes an axuiliary operating circuit for train stop P This auxiliary circuit passes from wire 00, through front contact 51 of relay K wires 52 and 53, front contact 5 1 of relay K wire 55, contact 56, wires 57, 58, 10 and 11, and operating mechanism of train stop P to wire 0. Train stop P thereupon becomes operated to its nontripping position, thus opening its contact 17 and extinguishing light 29 of signal I). Be lay M, upon becoming energized, also closes a stick circuit, for train stop P passing from wire as, through front contact 51 of relay K wires 52, 61 and 66, contact 67 of relay R wires 68, 69 and 7 0, contact 71 of relay M, wires 72, 7 3 and 74, normally closed contact 75 of circuit controller a wire 11, and operating mechanism of stop P to wire 0.

As the train enters section FG, the auxil' iary operating circuit traced for stop P be comes opened at contact 5 1 of relay K but the stick circuit, ust traced, continues to supply energy to stop P At the same time, a branch path becomes closed around contact 71 of relay M in the stick circuit of stop P passing from wire 68, through back contact 76 of relay K to wire 73.

As soon as the train leaves section. G l'l, permitting relay R and in turn relay K to again become energized, the circuit of relay M becomes opened at back contact 51 of re lay K Relay M then at once opens its front contact 71 in the stick circuit of stop P but stop P continues energized by current flowing in the branch path through contact 76 of relay K If the train, while moving through section FG, proceeds slowly enough it cannot, after passing point F, although accelerating at a maximum rate, exceeds a speed, at point E, from which stop P can cause the train to be brought to rest by the time it reaches point D. If the train moves thus slowly through secion ll-G, train stop P will therefore continue in its non-tripping position as the train enters and moves through section EF. This is because the train, by moving slowly enough through section FG, consumes suf-c iicicnt time to cause slow pick-up relay Q to become energized, thereby completing, around contact 67 of relay R in the stick circuit of stop PF, a branch path passing from wire 52, through wire '77, contact 78 of relay Q and wire 79 to wire 70.

As the train enters section EF, abranch path around contact 76 of relay K in the stick circuit of stop P becomes closed, passing from wire 69, through. wire 68, back con tact 80 of relay R and wire 81 to wire 74.

When the train. leaves section FG-, relay R and in turn relay K becomes energized, and the circuit of relay becomes opened at contact 59 of relay K causing relay Q to at once open its contact 78 in the stick circuit of train stop P Relay K however, upon becoming energized, closes a branch path around contact 78 in the stick circuit of stop P this branch path passing from wire 52, through wires and 82, contact 83 of relay K and wire 84 to wire 68.

If, instead of proceeding slowly as described, the inotorman speeds up, while passing through section FG, to such an extent as to exceed at point F a speed from which, by further accelerating at a maximum rate through section EF, he will exceed the speed from which his train can by its braking oquii innent be stopped within section DE, then slow picleup relay H will not have time to pi cl: up before the train owe-energizes relay R and hence train stop P will be operated to its tripping position in. face of the train it enters section EF.

If the train, instead of )roceeding slowly through section G -H, goes so rapidly that relay M does not have time to close its front contacts before relay K becomes de-energized and opens its contact 54 in the first auxiliary operating circuit of stop P train stop P will not be operated to its non-tripping position before the train enters section FG. If, now, the train proceeds slowly enough through section llG to permit relay Q to become energized while the train is approaching point train stop P will be operated to its non-trippin g position by a second auxiliary operating circuit passing from wire so, through contact 51 of relay K wires 52 and 61, contact 62 of relay R wire 63, contact 64; of relay Q wires 65, 58, 10 and 11, and operating mechanism of train stop P to wire 0.

As shown in the drawing, train stops P are placed slightly in advance of the respective insulated joints 2. This is for the purpose of permitting suificient time to elapse, after the de-encrgization of a relay such as R when a train enters section EF, to allow train stop P to reach its tripping position in time to apply the brakes of the first car of a train, in the event of the train having moved too rapidly through section F G, after step P has been operated. toits non-tripping position by the train moving at reduced speed through section (Eh-H and while a preceding train occupies section GD.

Signals S, S S etc, and the accompany ing train stops P P P etc., are spaced similarly to the signals and train stops commonly used for subway tracks where no provision is made for a train to follow a preceding train more closely at low speeds than at high speeds. With such an arrangement where no provision is made for closer following moves a train SL013 such as P and the caution indication of signal S are controlled to the second signal ahead such as signal S and train stop P will, after becoming operated to its tripping position behind a train, continue in such position until the train passes signal S My present invention, however, by providing intermediate train stops such as P and P and by dividing the track sections at points adjacent such intermediate train stops, permits train stop P to return to its nontripping position for a following train, as soon as the preceding train has passed signal S while the following train is moving slowly enough as determined in the manner hereinbefore described. If the following train is moving at high speed, stop P will be operated to the non-tripping position as scenes the preceding train has passed out of section FG. In connection with the intermediate train stops, my invention provides auxiliary signals L L etc. for displaying the stop indication only. My invention also provides a restricted speed indication of the main signails, to permit a following train to pass, in accordance with its speed, a signal such as S while a preceding train is anywhere between signal S and point F or between signal S and signal S, respectively.

Although I have herein shown and described only one form of railway traffic controlling apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what tions, a trackway device adjacent the entrance end of and associated with each such section and arranged to co-operate with train carried governing means for at times controlling the movement of a passing train, means for so controlling each such device that it will not a liiect a passing train while the first and second sections in advance of the section with which said device is associated are both clear means so controlled that when a train has consumed more than a given period of time in moving through the second section in the rear of said device it will put said device into condition for not affecting said train while the first section in advance of said a sociated section is clear but irrespective of the second. section in advance of said associated section and means for continuing said device in such condition while said train is moving through said associated section when and only when said train has consumed more than a given period of time while moving through the first section in the rear of said device.

2. A train controlling system, comprising a stretch of railway track divided into sections, a trackway device adjacent the entrance end of and associated with each such section and arranged to cooperate with. traincarried governing means for at times controlling the movement of a passing train, means for so controlling each such device that it will not affect a passing train while the first and second sections in advance of the section with which said device is associated are both clear, clearing means for putting said device into such condition as not to atiect a train while said first section in advance of said associated section is clear but irrespective of said second section in advance of said associated section, such clearing means eilective when and only when the time consumed by said train in moving through the second section in the rear of said device is sufficient to result in said train having a speed which islowenough that a service brake application can stop said train by the time it arrives at said device, and means for continuing said device in such condition while said train is moving through said associated section when and only when the time consinned by said train in moving through the first section in the rear of said device is sutficicnt to result in said train having a speed which is low enough that said train in moving through. said associated section cannot attain a higher speed than that from which the trackway device at the entrance end of said first section in advance of said associated section can cause said train to be stopped at the entrance end of said second section in advance.

A train controlling system, comprising a stretch of railway track divided into sections, a tracltway device ad 1: the en tran e and at and associated l each such section and arranged to cooperate with traincarried governing means for at times controlling the movement of a passing train means for so controlling each such device that it will not affect a passing train while the first and second sections in advance of the section with which said device is associated are both clear, means so controlled that when a train has consumed more than a given period of time in moving through the second section in the rear of said device it will put said device into condition for not affecting said train while the first section in advance of said associated section is clear but irrespective of the second section in advance of said associated section, means for continuing said device in such condition while said train is moving through said associated section when and only when said train has consumed more than a given period of time while moving through the first section in the rear of said device a signal adjacent the entrance end of each alte 'nate section and means for causing each such signal to display the proceed indication when the next signal in advance is controllei'l :for displaying the proceed or caution indication and the device adjacent said signal and the next similar device in advance are both clear and all the track sections are clear between said signal and the second similar signal in advance to display the caution indication when conditions are right for displaying the proceed indication except that the next signal in advance is conrolled for displaying the stop indication, to display a restricted speed indication when said signal cannot display the proceed orcaution indication hut the adjacent trackway device is clear and the track sections are clear between said signal and the next similar signal in advance, and to display the stop indication when the proceed or caution or restricted speed indications cannot be displayed.

4. A train controlling system; comprising a stretch of railway track divided into sections a trackway device adjacent the entrance end of and associated with each such section and arranged to cooperate with traincarried governing means for at times controlling the movement oli a passing train,

means for so controlling each such device that it will not ailect a passing train while the first and second sections in advance of the section with which said device is associated are both clear, means so controlled that when a train has consumed more than a given period of time in moving through the second section in the rear of said device it will put said device into condition for not affecting said train while the first section in advance of said associated section is clear but irrespective of the second section in at said associated sectiorn means for device in sti. h condition.

devices between main signal locations, and

while said train is moving through said as sociated section when and only when said train has consumed more than a given period of time while moving through the first section in the rear 01 said device, a main signal adjacent the entrance end of each alter nate section, means for controlling each such signal in accordance with trafiic conditions between said main signal. and the second similar signal in advance as well as by the first similar signal in advance and by the said device at said main signal and by the said device between said main signal and said first similar signal in advance, an auxiliary signal adjacent each of the trackway means for causing each such auxiliary sig nal to display the stop indication when and only when the adjacent trackway device is arranged for stopping a train.

5. A train stop system, comprising a stretch of railway trackdivided into sections, a trackway device known as a train stop and adjacent the entrance. end of as well as associated with each such section and arranged to cooperate with train-carried governing means for at times stopping a train, means for so controlling each such device that it will not affect a train while the first and second sections in advance of the section with which said device is associated are both clear, means so controlled by the second section in the rear of said device when a train has consumed more than a given period oftime in moving through such second rear sectionas to cause said device to be operatedinto its clear position while said first sectionin advance of said associatedsection is clear but irrespective of said second section in advance of said associated section, means for continuing said device in such condition while said train is moving through said associated section when and only when said train has consumed more than a given period of time while moving through thefirst section in the rear of said device, a main signal adjacent the entrance end of each alternate section, means for was ing each of said mai'n signals to display a proceed or a caution indication according to the control of the first similar signal in advance of said main signal while all track sections are clear between said main signal and the second similar signal in advance thereof or a restricted speed or stop indication according to the unoccupied or occupiedcondition respectively of the track sections between saidmain signal and said first similar signal in advance thereof and according to the position of the train stop adjacent said main'signal while a track section is occupied between said first and said second signals in advance of said main signal, an auxiliary signal adjacent eachtrain stop betweenv main signallocations and capable of displaying a stop, indication only, and means for causing each such auxiliary signal to display the stop indication. when. and only when the adjacent train stop is in position for stopping a train.

6. In combination, a stretch of railway track divided into sections, a railway traiiic governing device adjacent the entrance end of and associated with each such section, means for energizing each such device while the first and second sections in advance of the section with which said device is associated are both clear, means for energizing said device when a train has consumed more than a given period of time in moving through the second section in the rear of said device andwhile the first section in advance of said associated section is clear but irrespective of the second section in advance of said associated section, and means for continuing such energization of said device after a train has entered said associated section when and only when said train has consumed more than a given period of time while moving through the first section in the rear of said device.

7. In combination, a stretch of railway track divided into sections, a railway trafiic governing device adjacent the entranceend of and associated with each such section, means for energizing each such device while the first and second sections in advance of the section with which said device is associated are both clear, means for energizing said device when a train has consumed sufiicient time in moving through the second section in the rear of said device to result in said train having a speed which-is low enough for a service brake application to stop said train by the time it arrives at said device and while said first section in advance of said associated section is clear but irrespective of said second section in advance of said associated section, and'means for continuing the energizationof said device while said train is moving through said associated section when and only when-the time consumed by said train in moving through the first section in the rear of said device is long enough to result in atrain speed which is low enough that said train in moving through said associated sectioncannot attain a higher speed than that from which said train can by its brakingequipment be brought to rest within the first section in advance of said associated section 8. In combination, a stretch of railway track divided into sections, a railway tra'liic governing device adjacent the entrance end of and associated with each such section, meansfor energizing each such device while the first and second sections in advance of the section with which said device is associated are both clear, means for energizing said device when a train has consumed sutficient, time in moving through the second section in the rear of said device to result in said train having a speed which is low enough for a service brake application to stop said train by the time it arrives at said device and while said first section in advance of said associated section is clear but irrespective of said second section in advance of said associated section. ii'ieans for contini'iin the energizat'ion of said device while said train is moving through said associated section when and only when the time consumed by said train in moving through the first section in the rear oi said device is long enough to result in a train speed which is low enough that said train in moving; through said asso ciated section cannot attain a higher speed. than that from which said train can by its braking equipment be brought to rest within the first section in advance of said associated section, a main signal adjacent the entrance end ol? each alternate section, and means for causing each said main signal to display a proceed or a caution indication according to the control of the first similar sig nal in advance of said main signal while all track sections are clear between said main signal and the second similar signal in ad-- track divided into sections, a track circuit for each of said sectionsincluding a track relay, a railway trafiic governing device ad.- jacent the entrance end of and associated with each such section, for each such governing device a first timing device set into operation by the de-energization of the track relay for the second section in the rear of said governing device, said first timingdevice having a normally open contact and 1 being so arranged as to close said contact only upon the lapse of a measured interval of time after the track relay for said second rear section has become (lo-energized and said measured interval of time being determined by the maximum speed from which a service brake application can stop atrain Within the first section in the rear of said device, a secoiid timing device for each of said governing devices set into operation by the de-enerdization of the track relay for the first 'ection in the rear of said governing device, said second timing device having a normally open contact and being so arranged as to lose said Contact only upon the lapse ot a measureci interval of time after the track relay for said first rear section has become (lo-energized and said measured interval of time being determined by the maximum speed from which a. train upon accelerating at a maximum rate within said associated section will not exceed the maximum speed from which the braking equipment of said train can stop said train within the first section in advance of said associated section, and means for controlling each of said governing devices by the respective first andsecond timing devices.

10. In combination, a stretch of railway tract; divided into sections, a track circuit for each of said sections including a track relay, a railway trailic governing device ad.- jacent the entrance end of and associated with each such section, for each such governing device a first timing; device set into operation by the de-cnergization oi the track relay for the second section in the rear of said governing device, said first tin'iingg device having a normally open contact and being so arranged as to close said contact only upon the lapse of a measured. interval oli time after the track relay for said second rear section has become {lo-energized and said measured interval of time being determined as the pe riod of time required for a train while accelcrating at a maximum rate from the entrance end to the leaving end of said second rear section to attain the maximum speed from which a service brake application can stop said train within the first section in the rear of said device, a second timing device for each of said governing devices set into operation by the de-energ'iZat-ion of the traclr relay for said first rear section, saio second timing device having a normally open contact and be ing so arranged as to close said contact only upon the lapse of a measured interval of time after the track relay "for said first rear section has become die-energized and said measured interval of time be ng determined as the period of time required for a train while accelerating at a maximum rate from the entrance end to the leaviirig" end oi said first rear section to attain the maximum speed from which said train upon further accelerating; at a maximum rate within said associated section will attain the maximum speed from which the braking equipment of said train can stop said train within the first section in advance of said associated section, and control means for each of said governing devices including the respective first and second timing devices.

11. In coniibination, a stretch of railway track divided into sections, a track circuit for each of said sections including a track relay, a repeater relay for each such track relay controlled by a front contact thereof, a railway ti-attic governing device adjacent the entrance end of each of said sections, a first slow pickup relay for each of said devices controlled by a back contact of the track relay for the second section in the rear of said device, a second slow pick-up relay for each of said devices controlled by a bacl: contact of the track: relay tor the first section. in the r ,r

of said. device, a main operating circuit for said device including a front contact of the repeater relay for the first section in advance of the section With which said device is associated and a front contact of the repeater relay for the second section in advance of said associated section as well as a source of current, a branch path around said second advance section repeater relay contact including a back contact of the track relay for said first advance section, a branch path around said first advance section repeater relay contact including a back contact of said associated section track relay and a normally closed contact operated by said device, a first auxiliary operating circuit for said device controlled by a front contact of said first advance section repeater relay and a front contact of the repeater relay for the first section in the rear of said device as Well as a front contact of said first slow pick-up relay, a second auxiliary operating circuit for said device controlled by a front contact of said first advance section repeater relay and a front contact of said associated section track relay as Well as a front contact of said second slow pick-up relay, a stick circuit for said device including a front contact of said first advance section repeater relay and a front contact of said associated section track relay as Well as a source of current and a front contact of said first sloW pick-up relay and a normally closed contact operated by said device, a first branch path around said associated section track relay contact in said stick circuit including a front contact of said first rear section repeater relay, a second branch path around said associated section track relay contact in said stick circuit including a front contact of said second slow pick-up relay, a first branch path around said first slovx pick-11p relay contact in said stick circuit including a back contact of said associated section track relay, and a second branch path around said first sloW pick-up relay contact in said stick circuit including a back contact of said first rear section repeater relay.

12. In combination, a stretch of railway track divided into sections, a track circuit for each of said sections including a track relay, a repeater relay for each such track relay controlled by a front contact thereof, a railway traflic governing device adjacent the entrance end of each of said sections, a first slow pick-up relay for each of said devices controlled. by a back contact of the track relay for the second section in the rear of said device, a second slow pick-up relay for each of said devices controlled by a back contact of the track relay for the first section in the rear of said device, control means for each of said devices including the respective first and second slow pick-up relays, a signal adjacent the entrance end of each alternate section and coinprisin a proceed lamp and a caution lamp as Well as a stop lamp and a restricted speed la1np,a control relay for said signal, a SlOW'IQ- leasing control repeater relay for said control relay controlled by a front contact thereof, a circuit for said control relay including a source from Which current is supplied to said circuit through pole-changing contacts of the control repeater relay for the first similar signal in advance and said circuit also including a front contact of the repeater relay for the fourth section in advance of said signal and front contacts of the track relays for the first and second and third sections in advance of said signal as Well as a normally closed contact of the governing device adjacent said signal and a normally closed contact of the next similar device in advance, a proceed lamp circuit controlled by a front and a normal contact of said control relay and a front contact of said control repeater relay, a caution lamp circuit controlled by a front and a reverse contact of said control relay and a front contact of said: control repeater relay, a stop lamp circuit controlled by a back contact of said control repeater relay, and a restricted speed lamp circuit controlled by a normally closed contact of said device adjacent said signal and by a front contact of the track relay for said first section in advance ofsaid signal as Well as by a front contact of the repeater relay for the second section in advance of said signal and by a back contact of said control repeater relay.

In testimony whereof I- affix my signature.

LESTER E. SPRAY.

CJI 

